Railway-traffic-controlling apparatus



Jan. 20, 1931. H. A. wALLAcE 1,739,718

RAILWAY TRAFFIC CONTROLLING APPARTUS original Filed Aug. 11, 192s NLSMQBNSNNNQ mGLSQm. 0%

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INVENTOR'. S

paratus ofthe typecomprising train carried Patented Jan. 20, 1931 l UNITED N STATES;

'IIoN 0F PENNSYLVANIA mm f HERBERT A. WALLACE, or EDGEWCCD BoItoUGIIjrIiNNsYLvANIA, AssIGNoR To THE UNION SWITCH a SIGNAL COMPANY, or sWIssvALE, PENNSYLVANIA, A CORPORA- `RAILWAY-TRAFFIC CoN'montINcifArrARAtluIs Appiication ineaY August 11,1926, serial Ni 128,597.v aenwed July s, 1930.

My invention relates to railway traiiic ,controlling apparatus, and particularly to apr.

governing means controlled by energyl received from the trackway. `More particu larly my present invention relates to the vtrain carried portion of such apparatus. A

One objectof the present invention is the provision, in apparatus of the'type described,` of means operating in conjunction with the usual automatic brake applying Amechanism to cause zin-automatic application of the.

brakes after the` expiration of a'time interval following a change in traiiic conditionsf Acfk knowledging means are also'provided underthe control of the engineman and eifectiveif` operated during such time interval to. pre-vv vent an automatic brake:application.`

I will describe one form of railway traiific controlling `apparatus embodying my invention, and will then point out the novelfeatures thereof in claims.

The accompanying drawing is a view, par-v tially diagrammatic, illustrating one'form of railway traiic controlling apparatus embody-` ing my invention.

Referring to the drawing, the reference character Rdesignates a train carried relay which is controlled b traiiic conditions in advance of the train y means formind lno part of my present disclosureand omitted from the drawing for the sake ofsimplicity.V For present purposes it is suiiicient to ,state` that when traiiic conditions in advance are safe relay R is energized, but that whentrafic conditions in advance are unsafe, relay R is cle-energized.

The train is also provided with a magnet valve, designated by the reference character A, and comprising a valve stem 1 provided with an armature 31a-nd a winding `2. The,

winding 2 is provided with a` circuit controlled by relay R and by a manually operable circuit controller J having a normal con`V tact 321-34 and a reverse contact 33-35.y The circuit JI`or winding 2 of magnet valve Al Y may be traced from terminal a of a suitable` source of energy .(not shown inthe drawing) I through contact 33-311- of circuit controller J, wires 36 and 37, front contact V38 of relay R, wires 52 39, winding 2 ofvalve A and back to terminal b of the same source.` When this circuit is closed stem 1 ovalve A is moved downwardly against/the, bias ,of al spring 4 `sothat pipe 6 is connected through, pipellwith a sourceof .fluid pressure not shownin theidrawing. When winding 2 is Cle-energized, however, stem 1 rises to blank pipe 5and connect pipe 6 -withV atmosphere through a restrictive oriicelS.

Pipe isconstantly connected withl a timing reservoir 7 and withchamber 9 of a 'stop valvefBfA flexible diaphragml() forms one wall, ofjclamber 9 and controls a stein 11 which isv normally yurged into an" upper, Aor normal,"position by a spring l2. When valve A is venergized `so that ,reservoir 'Zand pipe are charged'withrfluid pressure, this pressure is suppliedalso tochamber so `that stem `11 is Inov'edjto its lower,or reverse, position in which ipe 131s connected with atmosphere throng port 1li and pipe' 15 is b'lanked.

,.Whenthe pressurein chamber 9 is sui'li applicatio'n,v vvalve comprisin two chambers.

lland 17 separated bya re'ciprocable piston 18 ,whichis constantly urged to the left by. a spring 19. The piston 18-also carries a slide valve 20, Chamber 16 is constantly supplied with fluidjpressure :from a source not shown inthe drawing tlll'oughpipe 5a, andvchamber 17 ir-constantly connected with pipe 15.y The pis-ton 18 is also provided with a-restricted orifice 18f sovthat, when pipe 15 is blanked, pressure gfrom.` chamber lgiiowing lthrough orce 18% builds Aup `in chamberA 17. The combined; forces; ofthe pressure Vinchamber 17 and spring19 moves piston 18 to the left-hand or normall position.jWhen `valve 'B is re-` versed, however, that is, when stern 11 rises-, pipe 15 ,is connected through pipe 13 with astopy reservoir 53,V This reservoirisnor'- mally connected with atmosphere through l yment of the piston connects pipe '13,and Y port 14 of valve B so that when valve B reverses, establishing the connection just described the pressure in chamber 17 is reduced. Piston 18 of valve G therefore moves to its right-hand or reverse position.` This movehence reservoir 53, directly with atmospherel through a restricted Yorifice 21, but reservoir V53 is connected with pipe 15 so that this operation of the valve 20 connects chamber 17 of valve Gwith atmosphere through orifice 21. At the same timey a branch 15 of pipe 15 is connected with atmosphere through pipe 22, valve 24 and port 23 of the, usual en inemans brake valve C. The valve 24 is c osed only when the enginemans bra-ke valve is in thelap position.` l .v

- The application valve' G is arranged'to cause an automatic application of the brakesv when this `valve is reversed. The control of the automatic brake applying mechanism by the valve G forms'no part of my presenti invention and is omitted from the drawingl for the sake of simplicity.

The reference character H rdesignates a pneumatic relay comprising a chamber 25 connected with pipe 15 and containing a flexible diaphragm 26. A plunger27 is urged downwardly by a spring 28 but when pipe'l is charged with fluid pressure diaphragm 26 moves plunger 27 upwardly'so thatjcontact 29 isclosed. Y When the pressure in pipe-v15` is reduced, however, spring'28 moves .plunger :15. 27 downwardly and opens contact 29. The

pneumatic relay H together with the circuit controller J control an acknowledgingrelay D. This relay isnormally d'e-energized but ifcircuit co'ntroller'J is'reversed when contact 29 of relay H is closeda pick-up circuit' is completed for relay Dv over which current flows from terminal' a, through reverse contact 33-35 of circuit ycontroller J, wire 40,

contact29 of relay H, wires 41 and 42, winding of relay D, and back to terminal b. The relay D therefore becomes energized,l and if relay R is de-energizeda stick circuit is 'coinpleted for vvthe relay D which may be traced fromJ terminaly a, through'l back contact 30--3Obr of relay R, Wires 43 and 44, front',

contact 45 of relay-D, wires 46y and 42,v winding of relayD and back toterminal b. It will therefore be seeny that. if circuit controller J is operatedfwhen contact 29 of relay H is closed and-when relay R1 is (le-energized, relay D will be picked up and will be maintained in its energized condition as long as relay R is de-energized even though circuit controller J is returnedV to its normal position. When relay D is energized and. circuit controller Joperated to close its normal contact an auxiliary circuit for magnet valve A is closed from terminal a, through normal contact 83,-34 of circuit controller J wires 36 and 47, frontV contact 48 ofirelay D, wiresv 49 and 39, winding 2 of magnet valve A and back to terminal It will therefore be plain that if relay D is energized, and circuit controller J occupies its normal position, the front' contact 88 of relay R is removed from the control'of the magnet valve A. In explaining the operation of the apparatus, asa whole, will assume that relay R is venergized as shown in the drawing and that circuit controller J occupies'its'normal position sothat magnetva-lve A is energized over front contactg'of-relay R. Under these conditions contact BO-BOa-of relay R is also kclosed and current is supplied toa lamp 31,

lighting this lamp to give a-proceedindication.` Stem 1 of valve A occupies its lower position so that reservoir 7 and pipe L6` are charged with fluid pressure and stem 110i'v valveB occupies its normaliposition. lPipe 15 is charged with fluid pressure from chamber 17, this pipe being blanked at valve B, and also at valve 2() because the' application valve G is in its normal position. The brakes are therefore released and relay H is supplied with Y fluid pressures so that' contact 29 is closed. Relay D is cle-energized, its stick circuit being open at back'contact 80-30" of.V

B and its pickup circuit being open atj relay circuit controller J.

I will now assume that relay R becomes deeneroize'd as by a change from safeto unsafe traffic conditions. rlhe opening of front con-- tact- 30-3Oa extinguishesf lamp 31 andthe closing of back contact SO-301 completes a' circuit'for a second lamp 32 thereby lighting this'lamp to indicate'stop. The opening of' phere through port 14. The pressure in pipe;

15r is therefore reduced, and the pressure in chamber 17j is also reduced, thereby permitting pressure in chamber 16 to reverse valve G and apply the brakes. When this hap'- pens pipe l5a is connected ywith atmospherek through port 23, of the enginemans brake valve C and pipe 13 is connected with atmosphere through port 2 1 of valve G. V

An automatic application'o-f theV brakes can be prevented by the engineman if he acknowledges the change in trailic conditions by suitable 'operation of the circuit controller J If circuit controller J is reversed during the time"interval prior to the reversal of valve B, the pick-up circuit for relay D is ice closed because contact 29 is still closed. The

relay D is subsequently maintained in its energizedconditionover its ownfront contact 45'and back contact 30-30b of'relay R. If,

cuit for winding 2 of magnet valve A is closed now, the engineman restores circuit controle ler `J to its normal position the auxiliary cirover front` contact 48 of relay D. Stem 1 of valve fr is moved downwardly and reservoir 7 and pipe 6 are again charged with fluid pressure. y It willbe seen therefore `that if t-lie engineman acknowledges the changes in traiiic conditions by operation of circuit controller J before valve B reverses, he mayl prevent `an automatic application of the brakes. If, however, valve B has once been reversed to cause reversal of valve G by decreasing the pressure in pipe 15, contact 29: of relay H opens so that the pick-up circuit for relay D can not be closed by operation of the circuit controller J. v v

It should further benoted-that if the en# gineman attempts to acknowledgebefore relay R becomes deeenergized the'opening ofnormal contact'SS-Sl of circuit controller J opens the circuit for winding` 2` of magnet valve A. `This de-energizatio'n of the magnet valve commences the ventingof reservoir 7 in exactly the same manner as if relay Rhad .become d'e-energized.V At the expiration of 'the time interval requiredfor venting of res ervoir 7, valve B will reverse and the consequent reversal of the valve Gr will cause an automatic application of the brakes. It, therefore, will be plain that if circuit controller J 4is "operated too soon, that is, if this circuit controller is opera-ted prior to the cle-energization olf relay R by a time interval greater than the interval required for' reservoir 7 to vent, the brakes willv be Vapplied, because contact 29 of relay H will open'A and cle-energize relay D, before-back contact SO-BOb'of relay R closes to complete the stick circuit for the relay D. It will also be plain that if the engineman waits after the deenergization of relay R for a time interval greater than that necessary to vent reservoir 7 the opening of contact 29 of relay H will prevent acknowledgment.

After the brakes have once been appliedv they may be released by restoring valve G to its original position. This can be accomplished only by proper manipulation of the release valve K which is preferably located at some position on the train in which it is accessible to the engineman only when the train is at rest. When valve K occupies its normal position in which it is illustrated in the drawing, pipe 15 is blanked and reservoir 50 is supplied with fluid pressure from a suitable source not shown in the drawing through pipe 5b. Then valve K is reversed, however. reservoir 50 is disconnected from pipe-5b and is connected .with pipe 15 and also with atmosphere through a restrictedoriiice 51. l will assume that the brakes have been arf plied by the reversal of valve G as has ready been explained and that the engineman wishes to restore valve G to its original y relay B. is open.

position. To accomplish this, heinoves his brake valve C to the lapjposition, thereby blanking pipe V22` andhence blanking. pipe 15a. He then `operates circuit. controller J Vso that'y contact 355-.-35 of thislcircuit con- .troller is closed.

Contact 29 of relay H is open, however, softhat the pick-up'circuit for relay D- is also open. i In order to close the pick-np'. circuit fory relay VD the engineman operates valveK.y Pressure from reservoir 50 is then supplied tov pipe 15k and 'chamber i 17, and also to pipe 13 whichis open'to atmos pliere at orifice 21, but the size of this oriiice is such that sufficient pressure is created.V in chamber 17 to restore Valve G to its normal position and in chamber '25 to close contact 29 of relay H. `When the valve G has `been returned to its normal position, *pipe L'ifl vis blanked. The reverseconta'ctz S33- 3,51 of` circuit controller J has already *beenv closed 1 so that-operation of relayHpicks uprelay D. RelayB is cle-energized so that the stick [so A' circuit for. relay D is closed and `this relay remainsin its energized condition as long as in its normai position.

net valve vis therefore restored to its normal conditioincharging reservoirv 7 and movingf:

stein; 11 of valveB `to Vits lower position.Y

Pipe4 15 is therefore blanked atr valve B and reservoir 53 is connected with Vatmosphere through port 1 4 to restore'the apparatus to its normal conditi-on. A `Y Although l havev herein shown and l defv scribed only one form vof railway traffic coiitrolling apparatus embodying my invention.J

it is understood that various changes and modiiications may be made therein within the scope ofthe appended claims without defrom the spirit and scopeofmy in vention.V v Y partin ibi Having thus described my invention, what" I claim is: Y 1. VRailway' traiiic controlling apparatus comprising a train carried pipe normally charged with fluid pressure, mechanism iscl sponsive to a vchange in the pressure in the pipe to cause an automatic application of the brakes, Va pneumatic relay responsive to the pressurein said pipe, means for causing a change in the pressure in said pipe upon the expiration of a time interval after a cli nge in trafiic conditions, and means controlled by said pneumatic relay for preventing an automatic application of the brakes.

2. Railwaytraiiic controlling apparatnsy comprisingl a train carried pipe,, jnormallj-,rl

charged with fluidfpressure, mechanism responsive to a changein the pressure in tbe pipe to cause an automatic application 'of the AYV brakes, 4a pneumatic relay responsive to the pressure in said pipe, means forl causing a change inthe pressure in `said pipe upon thev expiration oitv a time interval after a change in trallic Conditions, and means controlled by said pneumatic relay yfor prevent-v pressure in said pipe, means for causing aV change in the pressure in said pipe upon the expiration V or a time interval after a change in traiiic conditions, land manually controlled means controlled by said pneumatic relay 'for preventing operation oi said mechanism.

4. VRailway traiiic controlling apparatus comprising Va train carried pipe normally charged with fluid pressure, means for reducing the pressure in said pipe upon the expiration of a time interval after a changein trailic conditions, mechanism responsive to a reduction of such pressure to cause an automatic application of the brakes, a normally closed contact arranged to open if'tlie pressure in saidpipe is reduc-ed, and means controlled by said contact Jfor preventing an automaticr :ip-

plication of the brakes. K y

. 5,-Railway traffic controlling apparatus comprising a'train carried pipe normally "charged with iluid pressure, meansv for reducing the pressure in said pipe upon the expiration of a time interval aftera change in trailic conditions, mechanism responsive to a reduction ofV such pressure to cause an automatic application of the brakes, a normally closed contact arranged to open if the pressure in said pipe is reduced, a relay controlled by said contact, and means controlled by the relay for preventing an automatic applica-v tion of the brakes.

. 6. Railway traflic controlling' appara-tus comprising a train carried kpipe normally charged with fluid pressure, means vfor reducing the pressure in said pipe upon the expiration of a time interval after a change in traflic conditions, mechanism responsive to areduction of such pressure to cause an automatic application of the brakes, a normally closed contact arranged to open if the pressure in said pipe is reduced, a manually operable circuit controller, a relay controlled jointly by said contact and by said circuit controller, and means controlled by said relay for preventing an automatic application ot the brakes. Y

7. Railway traffic controlling apparatus comprising a train carried magnet valve, mechanism for causing Yan automatic application of the brakes upon the expiration of an interval of time ater'de-energization of the magnet valve, a normally closed Contact arstick circuit for said acknowledging relayincluding its own front contact and a back contact of said train carried relay, and ak circuit for said magnet valve including a front Contactv of said train carried relay and a 'front contact oi said acknowledging relayin parallel and the normal contact oi' said circuit controller. i 'f 8.' Railway traffic controlling apparatusv comprising a train carried magnet'rvalve, mechanism i'or causing an automatic application of the brakes upon the expiration of an interval oi time after de-energization of the magnet valve, a normally closed contact ai'- ranged to open at the expiration oi such time interval, a train carried relay arranged to be energized only when trame conditions are v safe, a circuit for said magnet valve including a iront Contact oi said relay, and manuallyy controlled means controlled by said normally clcsed'conta'ct for at times sliunting saidtront contact of the relay. f 1

9. Railway traic controlling apparatus comprising a train carried magnet valve,

means for energizing saidmagnet valve only under safe traliic conditions,mechanism for causing an automatic application of the.

brakes upon the expiration of a time interval after de-energization oi'said magnet valve, av

normally closed contact arranged to? openV at the expiration of said time interval,lmanual-y ly operable means for reclosing said contact` for an interval of time and means controlled by said contact for energizing said magnet valve. Y

10. Railway traiiic controlling `apparatus comprising a train carried relay energized only under safe traffic conditions, a magnet valve, a circuit for said magnet valve including a front contact of the relay, mechanism for causing an automatic application of the brakes upon the expiration oi a time interval after de-energization of said magnet valve, a normally closed contact arranged to open at the expiration of said time interval, manually operable means effective when operated to close said contact, andinanually controlled means including said contact Yfor energizing said magnet valve independently of said liront contact oit' the relay.

ll. Railway traiiic controlling apparatus comprising a train carried pipe normally charged with fluid pressure, means for reducing the pressure in said pipe uponA the expiration of a time interval after a change Yin traiiic conditions, mechanism responsive to a reduction ot such pressure to'cause an auto` 190 ico` matic application of the brakes, manually controlled means effective when operated to restore fluid pressure to said pipe, a normally closed Contact arranged to open if the pressure in said pipe is reduced, and means con: trolled by said contact for preventing an automatic application of the brakes.

12. Railway trailic controlling apparatus comprising a train carried pipe normally charged with fluid pressure, nechanism responsive to a change in the pressure in such pipe to cause an automatic application of the brakes, la pneumatic relay responsive to the pressure in said pipe, means for causing a change in the pressurein said pipe upon the expiration of a time interval after a change in traflic conditions, manually op# erable means effective when operated to restore original fluid pressure to said pipe for a time interval, and means controlled by said pneumatic relay for permanently restoring original fluid pressure to said pipe.

13. Railway traiiic controlling apparatus comprising a magnet valve, a pipe normally charged with fluid pressure, mechanism for causing an automatic application of the brakes when the pressure in the pipe is reduced, means for reducingthe pressure in said pipe upon the expiration of a time interval after operation of the magnet valve, a pneumatic relay responsive to the pressure in said pipe, and a circuit for said magnetvalve controlled by said pneumatic relay.

14. Railway traflic controlling apparatus comprising a magnet valve, a pipe normally charged with fluid pressure, mechanism for causing an automatic application of the brakes when the pressure in the pipe is reduced, means for reducing the pressure in said pipe upon the expiration of a time interval after operation of the magnet valve, a pneumatic relay responsive to the pressure in said pipe, a manually operable circuit controller. an acknowledging relay controlled by said pneumatic relay and bv said circuit controller. and a circuit for said magnet valve controlled by said acknowledging relay.

15. Railway trailic controlling apparatus comprising a magnet valve, a pipe normally charged with Huid pressure, mechanism for causing an automatic application of the brakes when the pressure in the pipe is reduced, means for reducing the pressure in said pipe upon the expiration of a time interval after operation of the magnet valve,

manually operable means effective when op' erated to restore original pressure in said pipe, a pneumatic relay responsive to the pressure in said pipe. and a circuit for said magnet valve controlled by said pneumatic relay. l

16. Railway traliic controlling apparatus comprising a magnet valve, a pipe normally charged with Huid pressure, mechanism for causing an automatic application of the brakes whenthe pressure in the pipe is Yreduced, means for reducingthe pressure in said pipe upon the expiratlon of a time 1n-` is Y matic relay responsive to the pressure inl said pipe, and va. circuit for said magnetvalve controlled by said pneumatic relay.

`17. Railway trailic controlling apparatus comprising'a train carried relay energized a only under safe traic conditions, a'pipe normally charged with fluid pressure, mechanism for causing an automatic application of the brakes when thepre'ssure in the pipe is reduced, a magnet valve, means effective upon the expiration of a timer interval after deenergization of said magnet valve toreduce the pressure in said pipe, a reservoir, a manually operable valve for normally charging the reservoir with fluid pressure but 'effective when operated toV connect the reservoir with said pipe and to simultaneously connect the reservoir with atmosphere through a restricted oriiice, a pneumatic relay comprising a normally closed contact arranged to open if the pressure in said pipe is reduced, a manually operable circuit controller having a normal and a reverse contact, an acknowledging relay having a pickup circuit including the ycontact of the pneumatic relay and th-ereverse contact of the circuit controller, a stick circuit for said acknowledging relay including its own front contact and a back contact of said train carried relay, and a circuit for said magnet' 

